WO2019044216A1 - 内燃機関制御システム - Google Patents

内燃機関制御システム Download PDF

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Publication number
WO2019044216A1
WO2019044216A1 PCT/JP2018/026701 JP2018026701W WO2019044216A1 WO 2019044216 A1 WO2019044216 A1 WO 2019044216A1 JP 2018026701 W JP2018026701 W JP 2018026701W WO 2019044216 A1 WO2019044216 A1 WO 2019044216A1
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WO
WIPO (PCT)
Prior art keywords
torque
value
internal combustion
combustion engine
water temperature
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2018/026701
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English (en)
French (fr)
Japanese (ja)
Inventor
嵩允 後藤
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
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Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to DE112018004769.5T priority Critical patent/DE112018004769B4/de
Publication of WO2019044216A1 publication Critical patent/WO2019044216A1/ja
Priority to US16/788,659 priority patent/US11028793B2/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/021—Engine temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/023—Temperature of lubricating oil or working fluid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the disclosure in this specification relates to an internal combustion engine control system including a control unit that controls the combustion state of the internal combustion engine, and a monitoring unit that monitors a torque abnormality of the internal combustion engine.
  • Patent Document 1 describes a control system including a control unit that controls a combustion state of an internal combustion engine, and a monitoring unit that monitors a torque abnormality of the internal combustion engine.
  • the monitoring unit determines that the torque abnormal state is present when the actual torque of the internal combustion engine deviates from the required engine torque required of the internal combustion engine.
  • this type of control unit generally detects various temperatures with a temperature sensor and corrects the control content according to the detected value.
  • the temperature include the temperature of cooling water for cooling an internal combustion engine, the temperature of lubricating oil, the temperature of intake air, the temperature of fuel, and the like.
  • the control unit performs temperature correction to increase the output torque so as to compensate for the loss. Do.
  • the monitoring unit calculates the actual torque and the engine required torque used for the torque abnormality determination. If the actual torque or the engine required torque is temperature corrected using the detection value of the above temperature sensor, the torque abnormality is The monitoring accuracy can be improved.
  • the control unit performs an erroneous temperature correction, so the actual torque may deviate from the engine required torque. Then, since the temperature correction is also made to the monitoring unit by mistake, there is a possibility that the deviation between the actual torque and the engine required torque can not be detected correctly.
  • the present inventor determines that the temperature sensor is faulty, and controls the internal combustion engine while restricting the control content by the control unit. We considered (restriction control).
  • the detection response speed of the temperature sensor is slow (for example, about 10 seconds)
  • if it is determined that the temperature sensor has a failure immediately even if the detected value is an abnormal value there is a high possibility of an erroneous failure determination.
  • the inventor further considered that the temperature sensor was determined to be faulty and that the limit control was performed on condition that the state of the abnormal value continued for a predetermined time or more (for example, 10 seconds or more).
  • the monitoring unit can not correct the temperature correctly as described above in the failure determination period from the appearance of the abnormal value to the lapse of the predetermined time. Can not monitor properly. That is, in the failure determination period, the control unit falls into the state of controlling the internal combustion engine in a state where torque abnormality can not be properly monitored.
  • An object of the present disclosure is to provide an internal combustion engine control system capable of monitoring torque abnormality even during a failure determination period of a temperature sensor.
  • An internal combustion engine control system includes a control unit that controls a combustion state of the internal combustion engine according to a detection value of a temperature sensor that detects a temperature of an object to be detected;
  • a monitoring unit that calculates an estimated torque required by the engine and an engine request torque required for the internal combustion engine, and monitors whether or not the estimated torque deviates from the engine request torque by a predetermined amount or more in a torque abnormal state
  • a detection abnormality determination unit that determines whether or not the behavior of the detection value is abnormal; and the monitoring unit uses the detection value to estimate the estimated torque when the detection abnormality determination unit does not determine that the behavior is abnormal. It has a normal-time torque calculation unit to calculate and an abnormal-time torque calculation unit that calculates an estimated torque while prohibiting the use of the detected value when it is determined that the abnormality is detected by the detection abnormality determination unit.
  • the estimated torque used for torque abnormality monitoring is calculated using the detected value. Ru. Therefore, since the torque abnormality monitoring in consideration of the temperature of the detected object can be realized when normal, the monitoring accuracy can be improved.
  • the estimated torque is calculated without using the detected value of the temperature sensor. Therefore, although the monitoring accuracy is inferior to that when the temperature sensor is normal, the monitoring accuracy can be improved as compared to the case of monitoring using an abnormal value. Therefore, even if a sufficient time (failure determination period) is used to determine whether or not the temperature sensor is at fault, it is possible to realize monitoring of torque abnormality in the failure determination period.
  • FIG. 1 is a block diagram of an internal combustion engine control system according to a first embodiment
  • 2 is a block diagram of the control module shown in FIG. 3 is a block diagram of the monitoring module shown in FIG.
  • FIG. 4 is a flowchart showing a procedure of torque monitoring control in the first embodiment
  • FIG. 5 is a flowchart showing a processing procedure for determining the water temperature used for calculating the estimated torque in the first embodiment
  • FIG. 6 is a flowchart showing the processing procedure of the voltage abnormality determination in the subroutine processing of FIG. FIG.
  • FIG. 7 is a flowchart showing the processing procedure of the change amount abnormality determination which is the subroutine processing of FIG.
  • FIG. 8 is a flowchart showing the processing procedure of the stack abnormality determination which is the subroutine processing of FIG.
  • FIG. 9 is a flowchart showing the processing procedure of the water temperature determination in the subroutine processing of FIG.
  • FIG. 10 is a diagram showing the relationship between the change in water temperature with respect to elapsed time, the normal change range, and the lower limit guard value for preventing stack;
  • FIG. 11 is a diagram showing an example of the water temperature change with respect to the elapsed time, FIG.
  • FIG. 12 is a view showing an example of a change in water temperature, a change in friction loss, and a change in torque with respect to elapsed time in a comparative example to the first embodiment
  • FIG. 13 is a diagram showing an example of changes in water temperature, changes in friction loss, and torque with respect to elapsed time in the first embodiment.
  • FIG. 1 shows an electronic control unit (ECU) mounted on a vehicle, which controls the operation of an internal combustion engine mounted on the vehicle.
  • the vehicle travels with an internal combustion engine as a drive source.
  • the internal combustion engine according to the present embodiment is an ignition ignition gasoline engine, but may be a self-ignition diesel engine.
  • the vehicle is provided with a transmission that converts the rotational speed of the output shaft of the internal combustion engine into a desired rotational speed and outputs it.
  • the ECU 10 includes an MCU 11 (Micro Controller Unit), an ignition drive IC 12, a fuel injection valve drive IC 13, a throttle drive IC 14, a communication circuit 15, and an integrated IC 16.
  • MCU 11 Micro Controller Unit
  • ignition drive IC 12 a fuel injection valve drive IC 13
  • throttle drive IC 14 a communication circuit 15
  • integrated IC 16 an integrated circuit
  • the MCU 11 includes a CPU 11a which is an arithmetic processing unit, a memory 11m which is a storage medium, an input processing circuit 11c, a communication circuit 11d, and a CPU check circuit 11e.
  • the MCU 11 includes the CPU 11a, the memory 11m, the input processing circuit 11c, the communication circuit 11d, and the CPU check circuit 11e integrated on one semiconductor chip, but is dispersed and integrated on a plurality of semiconductor chips.
  • a plurality of semiconductor chips may be mounted on a common substrate, or a semiconductor chip may be mounted on each of a plurality of substrates.
  • each semiconductor chip may be housed in one common housing, or may be housed in separate housings.
  • the memory 11 m is a storage medium for storing programs and data, and includes a non-transitional tangible storage medium for non-temporarily storing a program readable by the CPU 11 a.
  • the storage medium may be provided by semiconductor memory or a magnetic disk or the like.
  • the program stored in the memory 11m when executed by the CPU 11a, causes the ECU 10 to function as the device described in this specification and causes the control device to execute the method described in this specification.
  • control device may be provided by software stored in a tangible storage medium and a computer executing the same, only software, only hardware, or a combination thereof.
  • control device is provided by an electronic circuit that is hardware, it can be provided by a digital circuit or analog circuit that includes multiple logic circuits.
  • the MCU 11 receives various signals such as an engine rotational speed, an accelerator opening degree, an intake manifold pressure, an exhaust pressure, a water temperature, an oil temperature, and an external signal output from an external ECU. These signals are input from the outside of the ECU 10 to the input processing circuit 11c or the communication circuit 11d.
  • the engine speed signal is a signal representing the detected value of the crank angle sensor, and based on this detected value, the MCU 11 counts the rotational speed per unit time of the crankshaft (output shaft) of the internal combustion engine, that is, the rotational speed of the output shaft.
  • the signal of the accelerator opening is a signal representing the detected value of the accelerator pedal sensor, and the MCU 11 calculates the amount of depression of the accelerator pedal operated by the driver of the vehicle, that is, the user of the internal combustion engine based on this detected value.
  • the signal of the intake manifold pressure is a signal representing the detected value of the intake pressure sensor, and the MCU 11 calculates the pressure of the intake air taken into the combustion chamber based on this detected value.
  • the exhaust pressure signal is a signal representing the detection value of the exhaust pressure sensor, and the MCU 11 calculates the pressure of the exhaust gas discharged from the combustion chamber based on this detection value.
  • the water temperature signal is a signal that represents the detection value of the water temperature sensor 5, and the MCU 11 calculates the temperature of the water that cools the internal combustion engine based on this detection value.
  • the oil temperature signal is a signal representing a detected value of the oil temperature sensor, and the MCU 11 calculates the temperature of the lubricating oil of the internal combustion engine or the hydraulic oil of the hydraulic actuator based on the detected value.
  • the water temperature sensor 5 is attached to a cylinder block of the internal combustion engine, and outputs a voltage signal (voltage value) according to the temperature (water temperature) of the coolant flowing through the coolant passage provided in the cylinder block.
  • the signal output in this manner is converted from an analog signal to a digital signal by the input processing circuit 11 c and also converted to a signal representing water temperature.
  • the water temperature sensor 5 corresponds to a "temperature sensor" that detects the temperature of the cooling water as the object to be detected.
  • a signal representing the operating state of an auxiliary device whose drive source is the output shaft of the internal combustion engine can be mentioned.
  • the said auxiliary machine it is a refrigerant
  • coolant compressor which the air conditioning apparatus which air-conditions a vehicle interior has, Comprising: The compressor which makes an output shaft of an internal combustion engine a drive source is mentioned.
  • the ignition drive IC 12 has a switching element for controlling power supply and interruption to an ignition device provided in the internal combustion engine, and the MCU 11 outputs a command signal to the switching element. Specifically, the MCU 11 calculates a target ignition timing, which is a target value of the timing for performing discharge ignition by the ignition device, based on the various signals such as the engine rotation speed described above, and the command signal is calculated according to the calculated target ignition timing. Output to the ignition drive IC12.
  • the fuel injection valve drive IC 13 has a switching element for controlling power supply and interruption to the fuel injection valve provided in the internal combustion engine, and the MCU 11 outputs a command signal to the switching element. Specifically, the MCU 11 calculates a target injection amount which is a target value of a period (that is, an injection amount) in which fuel injection is performed by the fuel injection valve based on various signals such as the engine rotation speed described above. The command signal is output to the fuel injection valve drive IC 13 in accordance with.
  • the throttle drive IC 14 has a switching element for controlling power supply and disconnection to an electronic throttle valve (charge throttle) provided in the internal combustion engine, and the MCU 11 outputs a command signal to the switching element. Specifically, the MCU 11 calculates a target opening degree which is a target value of the valve opening degree of the screw based on the various signals such as the engine rotation speed described above, and generates a command signal according to the calculated target opening degree. It outputs to the slo drive IC 14.
  • a target opening degree which is a target value of the valve opening degree of the screw based on the various signals such as the engine rotation speed described above
  • the combustion state of the internal combustion engine is controlled by the ECU 10 controlling the operation of the ignition device, the fuel injection valve, and the throttle.
  • the target ignition timing, the target injection amount and the target opening degree calculated by the MCU 11 correspond to a target control amount that is a target value of a control amount for controlling the combustion state of the internal combustion engine.
  • the communication circuit 15 outputs various information held by the MCU 11 to the external ECU. For example, a signal of an abnormality flag indicating that an abnormality such as a torque abnormality state described later is generated is output to a display ECU that controls the operation of a display device visually recognized by the vehicle driver.
  • the display ECU generates a warning display and a warning sound when acquiring the signal of the abnormality flag.
  • the integrated IC 16 includes a memory (not shown), a CPU that executes various programs stored in the memory, and the like. Depending on the program executed by the CPU, the integrated IC 16 functions as the microcomputer monitoring unit 16a or functions as the power cut control unit 16b.
  • the CPU check circuit 11e checks whether the CPU 11a and the memory 11m are normal, such as executing a check (for example, parity check) whether the program and data stored in the memory 11m are normal.
  • the microcomputer monitoring unit 16a monitors the operation failure of the MCU 11 while referring to the check result of the CPU check circuit 11e.
  • the integrated IC 16 When the microcomputer monitoring unit 16a detects an abnormality, the integrated IC 16 performs control of the electrocut, such as restricting the operation of the electrocut. For example, regardless of the accelerator opening degree, the target opening degree is fixed to a predetermined opening degree set in advance, and the output of the internal combustion engine is limited so as to be less than the predetermined output. Alternatively, the target opening is made zero and the internal combustion engine is forcibly stopped.
  • the throttle cut control unit 16 b outputs a signal for commanding the throttle cut to the throttle drive IC 14.
  • the throttle drive IC 14 operates by giving priority to the throttle cut command signal over the command signal output from the MCU 11.
  • the MCU 11 has a control module 20 and a monitoring module 30. Each of these modules is a function provided by the common CPU 11a and the memory 11m. That is, the CPU 11 a and the memory 11 m function as the control module 20 when the CPU 11 a is executing the control program stored in the control storage area 20 m of the memory 11 m.
  • the CPU 11 a and the memory 11 m function as the monitoring module 30 when the CPU 11 a is executing the monitoring program stored in the monitoring storage area 30 m of the memory 11 m.
  • the control storage area 20m and the monitoring storage area 30m are separately set in different areas of the storage area of the memory 11m.
  • the control module 20 provides a “control arithmetic device” that calculates various target control amounts described above in accordance with a user request torque which is a drive torque of an internal combustion engine requested by a user.
  • the monitoring module 30 monitors whether or not the estimated torque which is an estimated value of the actual torque of the internal combustion engine deviates by a predetermined amount or more from the engine required torque required for the internal combustion engine.
  • a computing device is provided.
  • the ECU 10 provides an "internal combustion engine control system” that includes a control computing device and a monitoring computing device.
  • the control module 20 has functions as an engine required torque calculation unit 21 and a drive signal output unit 22.
  • the engine required torque calculation unit 21 calculates an engine required torque, which is a torque to be required for the internal combustion engine, based on various signals acquired from the input processing circuit 11c and the communication circuit 11d.
  • the drive signal output unit 22 calculates target control amounts such as the target ignition timing, the target injection amount, and the target opening degree described above in accordance with the engine request torque calculated by the engine request torque calculation unit 21. Furthermore, the drive signal output unit 22 outputs various command signals to the actuators such as the ignition drive IC 12, the fuel injection valve drive IC 13 and the throttle drive IC 14 according to the calculated target control amount.
  • the engine required torque calculation unit 21 includes a user required torque calculation unit 21 a, a pump loss calculation unit 21 b, a friction loss calculation unit 21 c, a torque efficiency calculation unit 21 d, and calculation units B1 to B6. It has a function.
  • the user-requested torque calculation unit 21a calculates the user-requested torque based on the engine speed and the accelerator opening degree described above.
  • the user request torque is calculated to a larger value as the engine rotational speed is higher and as the accelerator opening degree is larger.
  • a map representing the correlation between the engine rotational speed and the accelerator opening degree and the user request torque is stored in advance in the memory 11m, and the user request torque according to the engine rotational speed and the accelerator opening degree is referred to by referring to the map.
  • the user request torque calculation unit 21a calculates.
  • the pump loss calculation unit 21b calculates a pump loss torque, which is a value obtained by converting the pump loss into a torque, based on the above-described intake manifold pressure and exhaust pressure.
  • Pump loss is energy loss due to resistance received from intake and exhaust when the piston of the internal combustion engine reciprocates. As the intake manifold pressure is lower, the pump loss is set to a larger value on the assumption that the intake resistance in the intake stroke of the piston is larger. Further, the pump loss is set to a large value, assuming that the exhaust resistance in the exhaust stroke of the piston is larger as the exhaust pressure is higher.
  • a map representing the intake manifold pressure and the correlation between the exhaust pressure and the pump loss is stored in advance in the memory 11m, and the pump loss calculation unit 21b calculates the pump loss according to the intake manifold pressure and the exhaust pressure with reference to the map.
  • the friction loss calculation unit 21c calculates friction loss torque which is a value obtained by converting the friction loss into torque based on the water temperature and the oil temperature described above.
  • the friction loss is a mechanical energy loss due to the friction with the cylinder when the piston of the internal combustion engine reciprocates.
  • the friction loss is set to a large value, assuming that the friction is large, as the water temperature is out of the proper range and becomes low or high. Further, the friction loss is set to a large value, assuming that the viscosity of the lubricating oil or the like is larger as the oil temperature is lower.
  • a map representing the correlation between the water temperature and the oil temperature and the friction loss is stored in advance in the memory 11m, and the friction loss calculating unit 21c calculates the friction loss according to the water temperature and the oil temperature with reference to the map. .
  • the calculation unit B1 calculates the total loss torque by adding the pump loss calculated by the pump loss calculation unit 21b, the friction loss calculated by the friction loss calculation unit 21c, and the loss torque learning value.
  • the calculation unit B2 calculates the loss-included torque by adding the user request torque calculated by the user request torque calculation unit 21a, the total loss torque calculated by the calculation unit B1, and the external request torque.
  • a specific example of the externally required torque is, for the purpose of charging the on-vehicle battery, a torque for an increase in power generation such as increasing the amount of power generation by a generator driven by an internal combustion engine.
  • the computing unit B3 computes reserve torque by adding torques corresponding to the idle reserve, the catalyst warm-up reserve, and the auxiliary machine reserve. Each reserve torque is set by the control module 20 according to the operating state of the internal combustion engine such as the engine speed, the engine load, and the water temperature.
  • the calculating unit B4 calculates the reserve included torque by adding the reserve torque calculated by the calculating unit B3 to the loss-included torque calculated by the calculating unit B2.
  • the idle reserve torque is a torque corresponding to the amount of torque increase when performing control for increasing the torque at the time of idle operation of the internal combustion engine to stabilize the combustion.
  • the catalyst warm-up reserve torque is the amount of combustion energy used to raise the exhaust gas temperature when performing warm-up control to raise the exhaust gas temperature to raise the temperature of the catalyst for purifying the exhaust gas of the internal combustion engine above the activation temperature. It is a value obtained by converting the loss into torque.
  • the accessory reserve torque is a torque required to drive an accessory such as a generator whose drive source is an internal combustion engine.
  • the torque efficiency calculation unit 21 d calculates torque efficiency based on the maximum torque generation ignition timing (MBT ignition timing), the knock learning included base retardation amount, and the target lambda.
  • MBT ignition timing is an ignition timing at which the maximum torque can be obtained, and is different depending on the engine speed, the engine load, the water temperature, and the like.
  • knocking is apt to occur at the MBT ignition timing, it is required to ignite at a timing that is a predetermined time later than the MBT ignition timing, that is, a timing at which the predetermined angle is retarded.
  • the retarded timing is called base ignition timing.
  • the retardation amount (base retardation amount) differs depending on the engine speed, the engine load, the water temperature, and the like.
  • knock learning amount is used for the ignition timing from the next time on. Learning control to be reflected in control is called knock learning. Then, the timing at which the knocking learning amount is reflected in the base ignition timing corresponds to the target ignition timing.
  • the calculation unit B5 calculates a timing obtained by subtracting the target ignition timing from the MBT ignition timing as an MBT retardation amount that is a retardation amount of the target ignition timing with respect to the MBT ignition timing.
  • the torque efficiency calculation unit 21d calculates torque efficiency based on the MBT retardation amount calculated by the calculation unit B5 and the target lambda.
  • the torque efficiency is the ratio of the energy to be converted to the rotational torque of the crankshaft among the combustion energy in the combustion chamber. As the MBT retardation amount is smaller, that is, as the target ignition timing is closer to the MBT ignition timing, the torque efficiency is calculated to a higher value.
  • the target lambda is the target value of the ratio of air to fuel (lambda) included in the mixture that burns in the combustion chamber, and the torque efficiency calculator 21 d calculates torque efficiency to a value according to the target lambda. Do.
  • a map representing the MBT retardation amount and the correlation between the target lambda and the torque efficiency is stored in advance in the memory 11m, and the torque efficiency corresponding to the MBT retardation amount and the target lambda is referred to as torque efficiency.
  • the calculating unit 21d calculates.
  • Each of the MBT ignition timing, the base ignition timing, and the target lambda described above is set by the control module 20 according to the operating state of the internal combustion engine such as the engine speed, the engine load, and the water temperature.
  • the ECU 10 includes a detection circuit that detects the drive current or voltage output from the ignition drive IC. Then, the control module 20 calculates the engine required torque using the detected value by the detection circuit. Specifically, the actual ignition timing is calculated based on the detected value, and learning control relating to knock learning is executed using the actual ignition timing to calculate the knock learning amount.
  • the control unit B6 divides the torque efficiency calculated by the torque efficiency calculation unit 21d by the reserve built-in torque calculated by the calculation unit B4, and performs control used for engine control Calculate the required engine torque.
  • the engine required torque calculation unit 21 calculates the engine required torque by dividing the value obtained by adding the total loss torque and the reserve torque to the user required torque by the torque efficiency.
  • the monitoring module 30 monitors whether or not the estimated torque is in an abnormal torque state in which the estimated torque deviates from the engine required torque by a predetermined amount or more. Is the value which estimated the real torque of an internal combustion engine.
  • the engine required torque is a torque required for the internal combustion engine, and is synonymous with the engine required torque calculated by the engine required torque calculation unit 21 of the control module 20.
  • the engine request torque calculated by the monitoring module 30 is a value used to monitor torque abnormality
  • the engine request torque calculated by the control module 20 is a value used to calculate a target control amount for the internal combustion engine. is there. That is, the engine required torque for monitoring and the engine required torque for control are values calculated in different areas of the storage area of the memory 11m.
  • the monitoring module 30 has functions as an input securing unit 31, an engine required torque calculation unit 32, an estimated torque calculation unit 33, a torque comparison abnormality determination unit 34, and a throttle control unit 35.
  • the input securing unit 31 checks that the data of various signals acquired from the input processing circuit 11c and the communication circuit 11d are normal (for example, parity check). If abnormal, the input securing unit 31 executes data restoration, data reacquisition, data discarding, and the like. Thereby, it can be avoided that the monitoring module 30 performs various calculations using the abnormal data. That is, the input securing unit 31 guarantees that various data used for calculation by the monitoring module 30 are normal.
  • the torque comparison abnormality determination unit 34 calculates the difference between the period required torque calculated by the engine required torque calculation unit 32 and the estimated torque calculated by the estimated torque calculation unit 33, and if the difference is equal to or more than a predetermined value, It is determined that the torque abnormality state described above is present. If it is determined that the torque is in an abnormal state, the screw cut control unit 35 outputs a signal for commanding the screw cut to the screw drive IC 14 in the same manner as the screw cut control unit 16b.
  • the engine required torque calculation unit 32 adds the user required torque and the external required torque, and the engine required torque required for the internal combustion engine Has a function as an operation unit B11 that calculates The user request torque used for this calculation is calculated using data of the engine speed and the accelerator opening degree secured by the input securing unit 31. As described above, the engine required torque calculation unit 32 is requested by the internal combustion engine based on the signals (data) secured by the input securing unit 31, which are various signals acquired from the input processing circuit 11 c and the communication circuit 11 d. Calculate the required engine torque.
  • the estimated torque calculation unit 33 includes an estimated torque calculation unit 33a, an MBT ignition timing calculation unit 33b, a base ignition timing calculation unit 33c, and a torque efficiency calculation unit 33d. , And functions as a loss torque calculation unit 33e and calculation units B12, B13, and B14.
  • the estimated torque calculation unit 33a estimates the actual driving torque (MBT estimated torque) of the internal combustion engine when the ignition timing is MBT based on the above-described charging efficiency and engine speed.
  • the MBT estimated torque is calculated to be a larger value as the engine speed is higher and as the filling efficiency is higher.
  • a map representing the correlation between the engine rotational speed and the charging efficiency and the MBT estimated torque is stored in advance in the memory 11m, and the MBT estimated torque corresponding to the engine rotational speed and the charging efficiency is estimated torque by referring to the map
  • the calculator 33a calculates.
  • the MBT ignition timing calculation unit 33b calculates the MBT ignition timing based on the charging efficiency and the engine speed.
  • the base ignition timing calculation unit 33c calculates the base ignition timing based on the charging efficiency and the engine speed.
  • the MBT ignition timing and the base ignition timing are calculated with reference to the map stored in advance in the memory 11m, as in the estimated torque calculation unit 33a.
  • the calculation unit B12 calculates a value obtained by subtracting the base ignition timing calculated by the base ignition timing calculation unit 33c from the MBT ignition timing calculated by the MBT ignition timing calculation unit 33b as the above-described base retardation amount.
  • the torque efficiency calculation unit 33d calculates the above-described torque efficiency based on the base retardation amount calculated by the calculation unit B12. However, assuming that the knock learning amount is a predetermined amount or zero set in advance, the torque efficiency calculation unit 33 d calculates the torque efficiency.
  • the loss torque calculation unit 33e calculates loss torque obtained by converting the loss energy including the pump loss and the friction loss into torque based on the engine rotation speed and the water temperature. For example, a map representing the correlation between the engine rotational speed and the water temperature and the loss torque is stored in advance in the memory 11m, and the loss torque calculation unit 33e calculates loss torque according to the engine rotational speed and the water temperature with reference to the map.
  • the calculation unit B13 calculates a value obtained by multiplying the MBT estimated torque calculated by the estimated torque calculation unit 33a by the torque efficiency calculated by the torque efficiency calculation unit 33d as an estimated torque not considering the loss torque.
  • the calculation unit B14 calculates a value obtained by subtracting the loss torque calculated by the loss torque calculation unit 33e from the estimated torque calculated by the calculation unit B13 as an estimated torque for monitoring.
  • the estimated torque calculation unit 33 is various signals acquired from the input processing circuit 11c and the communication circuit 11d, and the internal combustion engine actually outputs based on the signal (data) secured by the input securing unit 31. Estimate the driving torque.
  • the monitor execution condition For example, the completion of the check by the CPU check circuit 11e, the fact that the microcomputer monitoring unit 16a has not detected an abnormality, and the like are given as specific examples of the monitor execution condition.
  • the engine required torque calculation unit 32 described above calculates the engine required torque for monitoring in the subsequent S11.
  • the calculation block of the user request torque is omitted in the engine request torque calculation unit 32 shown in FIG. 3, the user request torque is calculated based on the engine rotational speed and the accelerator opening, for example, in the same manner as the user request torque calculation unit 21a. Calculate However, the user request torque is calculated using the data of the engine speed and the accelerator opening degree secured by the input securing unit 31.
  • the above-described estimated torque calculator 33 calculates an estimated torque for monitoring.
  • the torque comparison abnormality determination part 34 mentioned above performs determination of torque abnormality. If it is determined in S13 that the torque is abnormal, in the subsequent S14, the screw cut control unit 35 outputs a screw cut command signal.
  • the water temperature detected by the water temperature sensor 5 is used for calculation of the engine required torque by the control module 20 and calculation of estimated torque by the monitoring module 30. In detail, it is used for calculation of the friction loss by the friction loss calculation part 21c, and loss torque calculation by the loss torque calculation part 33e. Therefore, when the water temperature sensor 5 breaks down, if the detection value of the water temperature sensor 5 is used as it is in the above calculation, the engine required torque and the estimated torque can not be calculated normally.
  • the failure of the water temperature sensor 5 include a disconnection, a short circuit and a stack.
  • a break or short circuit failure occurs, the output of the water temperature sensor 5 does not change while stuck at the maximum value or the minimum value of the changeable range.
  • a stack failure occurs, the output of the water temperature sensor 5 is fixed at a certain value of the changeable range and does not change.
  • the control module 20 when the detected value of the water temperature sensor 5 is abnormal, or when the behavior of the detected value is abnormal, it is considered that the water temperature sensor 5 is broken, and the control module 20 outputs the output of the internal combustion engine. Limit. For example, when the engine request torque calculated by the engine request torque calculation unit 21 exceeds the upper limit value, the engine request torque is limited to the upper limit value. Alternatively, in the same manner as the throttle cut control unit 35, the control module 20 outputs a throttle cut command signal.
  • the detection response speed of the water temperature sensor 5 is slow (for example, about 10 seconds)
  • the water temperature sensor 5 is determined to be faulty immediately even if the detected value is an abnormal value, an erroneous failure determination may be made. Is high. Therefore, in the present embodiment, the water temperature sensor 5 is determined to be faulty on condition that the state of the abnormal value continues for a predetermined time or more (for example, 10 seconds or more), and the output of the internal combustion engine is limited.
  • the water temperature sensor 5 is determined to fail after waiting for a predetermined time as described above, the estimated torque is normal as described above in the failure determination period M (see FIG. 13) from the appearance of an abnormal value to the lapse of the predetermined time. It will not be calculated. Therefore, the monitoring module 30 can not properly monitor the torque abnormality. That is, in the failure determination period M, the control module 20 may fall into a state of controlling the internal combustion engine in a state where torque abnormality can not be properly monitored.
  • the monitoring module 30 calculates the estimated torque
  • calculation is performed while prohibiting the use of the detection value of the water temperature sensor 5 in the failure determination period M.
  • the procedure for setting the water temperature used to calculate the estimated torque will be described below with reference to FIGS. 5 to 9.
  • the processes shown in FIGS. 5 to 9 are constantly executed by the monitoring module 30 during the operation period of the internal combustion engine.
  • the process shown in FIG. 5 first, at S20, it is determined whether there is a request to reset the ECU 10 or a request to stop the internal combustion engine. If it is determined that the above request is made, in the subsequent S21, the water temperature acquired in the previous processing is reset among the water temperatures detected by the water temperature sensor 5. In the subsequent S22, the flag of the abnormal state and the flag of the failure notification, which will be described later, are reset. If it is determined that the above request is not made, the subsequent voltage value output from the water temperature sensor 5 is acquired in S23. In the subsequent S24, voltage abnormality determination by the subroutine processing shown in FIG. 6 is executed.
  • the process of voltage abnormality determination it is determined whether or not the acquired voltage value, that is, the detection value of the water temperature sensor 5 is in the state of voltage abnormality where the upper and lower limit range set in advance is exceeded. Set the water temperature used to calculate the estimated torque.
  • the voltage value acquired in S23 is converted into the water temperature.
  • an equation representing the relationship between the voltage value and the water temperature is stored in advance in the memory 11 m, and the water value is calculated by substituting the voltage value into the equation.
  • the change amount abnormality determination by the subroutine processing shown in FIG. 7 is executed.
  • the change amount per unit time of the water temperature converted in S25 exceeds the preset normal change range, it is determined as an abnormality, and the estimated torque is determined according to the determination result.
  • Set the water temperature used to calculate That is, instead of determining the abnormality of the water temperature detection value itself, the abnormality of the behavior of the water temperature detection value is determined.
  • the stack abnormality determination by the subroutine processing shown in FIG. 7 is executed.
  • the water temperature converted in S25 is equal to or less than the lower limit guard value set according to the operating state of the internal combustion engine, it is determined as abnormal, and calculation of estimated torque is performed according to the determination result.
  • the voltage abnormality determination process shown in FIG. 6 first, at S30, it is determined whether the latest voltage value (current value) output from the water temperature sensor 5 exceeds the preset upper and lower limit range.
  • the upper limit value and the lower limit value of the upper and lower limit range are set to constant values regardless of the operating state of the internal combustion engine and the outside air temperature.
  • the upper limit value and the lower limit value are set to values at which the voltage value will be exceeded when the water temperature sensor 5 is disconnected or shorted.
  • the water temperature sensor 5 may be broken, and the upper and lower limit abnormality flag is set to ON in S31. The calculation of the estimated torque using the value is prohibited.
  • the elapsed time (abnormal condition elapsed time) after detecting the upper / lower limit abnormal condition is measured. Specifically, integration of the count value is started at the timing when the upper / lower limit abnormality flag is switched from off to on, and one count value is integrated at S32 to update the count value.
  • S33 it is determined whether the abnormal state elapsed time has exceeded a predetermined time (for example, 10 seconds). If it is determined that the predetermined time has been exceeded, it is determined in the following S34 that the water temperature sensor 5 has a failure, and that effect is output to the control module 20 and output from the communication circuit 15 to the outside of the ECU 10.
  • the predetermined time is a failure determination period M for determining whether the water temperature sensor 5 has a failure.
  • S35 not the current voltage value acquired in S23, but the previous value acquired last time is used as the voltage value used to calculate the estimated torque.
  • the previous value used here is the voltage value immediately before the failure determination period M except for the voltage value acquired in the failure determination period M.
  • the upper and lower limit abnormality flag is set to OFF in S36, and the estimated torque is calculated using the current value of the water temperature sensor 5. Allow to calculate.
  • the count value updated at S32 is set to zero, and the abnormal state elapsed time is reset.
  • the current voltage value acquired in S23 is set as a voltage value used for calculating the estimated torque.
  • a normal change range (see symbol W in FIG. 10) with respect to the water temperature change amount per unit time is set. For example, when the water temperature sensor 5 is in an abnormal state (see the symbol K1 in FIG. 10) where the water temperature sensor 5 is not short circuited or shorted but the water temperature greatly fluctuates suddenly is output (see symbol K1 in FIG. 10)
  • the normal change range is set to be
  • the normal change range is set to a larger value as the operation history of the internal combustion engine becomes a low water temperature history.
  • the water temperature change amount output from the water temperature sensor 5 is calculated, and it is determined whether the water temperature change amount exceeds the normal change range set in S40.
  • the water temperature change amount may be a value obtained by subtracting the previously acquired water temperature (previous water temperature) from the latest water temperature (current water temperature) or is an average of a plurality of water temperatures acquired in a predetermined period including the current water temperature It is also good.
  • the change amount abnormality flag is set to ON in S42. It is prohibited to calculate the estimated torque using the current value.
  • the elapsed time (abnormal condition elapsed time) after detecting a change amount abnormal condition is measured. Specifically, integration of count values is started at the timing when the change amount abnormality flag switches from off to on, and one count value is integrated at step S43 to update the count value.
  • the estimated torque is not the water temperature (current water temperature) based on the current voltage value acquired in S23.
  • the water temperature used for calculation of The previous water temperature used here is the water temperature immediately before the failure determination period M, and the water temperature acquired in the failure determination period M is excluded.
  • the change amount abnormality flag is set to OFF in S47, and the estimated torque using the current value of the water temperature sensor 5 is determined. Allow to calculate At S48, the count value updated at S43 is set to zero, and the abnormal state elapsed time is reset. At S49, it is determined whether the current water temperature is less than a threshold value Ta (see FIG. 11).
  • the threshold value Ta is set to 70 ° C., for example.
  • the larger one of the current water temperature obtained in S23 and the water temperature of the previous time is set as the water temperature used for calculating the estimated torque.
  • the current water temperature acquired in S23 is set as the water temperature used for calculating the estimated torque.
  • a lower limit guard value for preventing stack is set based on the operation history of the internal combustion engine. For example, when the water temperature sensor 5 is in an abnormal state in which a value (low temperature sticking value) that is lower than the actual water temperature is continuously output although the water temperature sensor 5 is not disconnected or shorted, a value higher than the low temperature sticking value
  • the lower limit guard value is set to be
  • symbol L of FIG. 10 illustrates the lower limit guard value for stack prevention, and the code
  • the actual water temperature may become extremely low (eg, -35 ° C.).
  • An elapsed time after the start of the internal combustion engine may be mentioned as a parameter of the operation history.
  • at least one of engine rotational speed, intake amount, fuel cut state, vehicle speed, driving state of air conditioner for air conditioning vehicle interior, driving state of cooling device for cooling cooling water, and outside air temperature is used as a parameter of operation history.
  • the estimation accuracy of the current water temperature may be improved.
  • At S61 it is determined whether the water temperature output from the water temperature sensor 5 is equal to or less than the lower limit guard value set at S60. If it is determined that the water temperature is lower than the lower limit guard value, it is considered that the water temperature sensor 5 may be broken, and the stack abnormality flag is set to ON in S62, and the current value of the water temperature sensor 5 is used. Prohibit the calculation of the estimated torque.
  • the elapsed time (abnormal condition elapsed time) after the detection of the stack abnormal condition is measured. Specifically, integration of the count value is started at the timing when the stack abnormality flag is switched from off to on, and one count value is integrated at S63 to update the count value.
  • the stack abnormality flag is set to OFF in S67, and the estimated torque is calculated using the current value of the water temperature sensor 5. To give permission.
  • the count value updated in S63 is set to zero, and the abnormal state elapsed time is reset.
  • the larger one of the current water temperature obtained in S23 and the previous water temperature is set as the water temperature used for calculating the estimated torque.
  • the current water temperature acquired in S23 is set as the water temperature used for calculating the estimated torque.
  • a predetermined temperature Tb for example, 60 ° C.
  • the values set by the respective abnormality determination processes of FIG. 6, FIG. 7 and FIG. 8 are determined as the water temperature used for calculating the estimated torque. That is, the water temperature using the value set in any of S35, S38 shown in FIG. 6, S46, S50, S51 shown in FIG. 7 and S66, S70, S71 shown in FIG. Decide as.
  • the loss torque calculation part 33e of the monitoring module 30 calculates loss torque using the water temperature determined as mentioned above.
  • the monitoring module 30 uses the loss torque to calculate an estimated torque, and monitors the torque abnormality using the estimated torque.
  • the loss torque calculation unit 33e of the monitoring module 30 calculates the loss torque including the friction loss using the current water temperature detected by the water temperature sensor 5. Further, the monitoring module 30 calculates an estimated torque using the calculated loss torque, and monitors a torque abnormality using the estimated torque. Then, in the failure determination period M, the loss torque calculation unit 33e calculates a loss torque while prohibiting the use of the current water temperature detected by the water temperature sensor 5.
  • the loss torque is calculated using the predetermined temperature Tb after the failure determination is determined, but in the failure determination period M, the loss torque calculation unit 33e uses the current water temperature to calculate the loss torque. calculate. That is, the torque abnormality is monitored by calculating the estimated torque using the current water temperature.
  • the current water temperature is used to calculate the friction loss in any of the present embodiment and the comparative example.
  • FIG. 12 shows a change in water temperature, friction loss and torque with respect to elapsed time.
  • FIG. 12 shows a change according to the comparative example
  • FIG. 13 shows a change according to the present embodiment.
  • the column (a) in FIG. 12 indicates that the detection value of the water temperature sensor 5 is attributable to the occurrence of the stack abnormality in the water temperature sensor 5 despite the fact that the actual water temperature is rising with the start of operation of the internal combustion engine. Indicates a low temperature attached value.
  • the friction loss is calculated at a water temperature lower than the actual water temperature in the state where the stack abnormality occurs.
  • the control friction loss calculated by the control module 20 becomes larger than the actual friction loss. Therefore, as shown in the (c) column of FIG. 12, the actual torque becomes larger than the control engine required torque calculated by the control module 20. That is, in the failure determination period M, the actual torque is maintained larger than the desired torque.
  • the friction loss for monitoring calculated by the monitoring module 30 becomes larger than the actual friction loss as it is calculated with the low water temperature as described above. Therefore, as shown in the (c) column of FIG. 12, the estimated torque for monitoring calculated by the estimated torque calculator 33 of the monitoring module 30 has a smaller value than the actual torque. Therefore, since the engine required torque for monitoring calculated by the engine required torque calculation unit 32 and the estimated torque do not deviate by a predetermined amount or more, it becomes impossible to monitor torque abnormality with high accuracy.
  • the water temperature used for the calculation of the loss torque calculation unit 33 e is determined as failure.
  • the lower limit guard value set in S66 of FIG. 8 is determined. Therefore, the friction loss is calculated using the water temperature closer to the actual water temperature than the low temperature sticking value.
  • the friction loss for monitoring calculated by the monitoring module 30 has a value closer to the actual friction loss than the friction loss for control.
  • the estimated torque for monitoring has a value closer to the actual torque as compared with the comparative example. Therefore, when the actual torque is maintained larger than the desired torque due to the fact that the friction loss for control becomes larger than the actual friction loss, the estimated torque becomes a value close to the actual torque. Therefore, since the engine request torque for monitoring and the estimated torque are deviated by a predetermined amount or more, torque abnormality can be monitored with high accuracy.
  • the internal combustion engine control system includes the control module 20 (control unit), the monitoring module 30 (monitoring unit), and the detection abnormality determination unit according to S30, S41, and S61. .
  • the control module 20 controls the combustion state of the internal combustion engine according to the water temperature detection value of the water temperature sensor 5 (temperature sensor).
  • the monitoring module 30 calculates the estimated torque and the engine required torque, and monitors whether or not the estimated torque deviates from the engine required torque by a predetermined amount or more.
  • the detection abnormality determination unit determines whether the behavior of the water temperature detection value or the behavior of the water temperature detection value is abnormal.
  • the monitoring module 30 is provided with the torque calculation part at the time of normal by S38, S51, S71, and the torque calculation part at the time of abnormality by S35, S46, S66.
  • the normal-time torque calculation unit calculates the estimated torque using the water temperature detection value when it is not determined as abnormal by the detection abnormality determination unit.
  • the abnormal-time torque calculation unit calculates the estimated torque while prohibiting the use of the water temperature detection value, when it is determined that the abnormality is detected by the detection abnormality determination unit.
  • the estimated torque used for torque abnormality monitoring is calculated using the current water temperature. Therefore, since it is possible to realize torque abnormality monitoring in consideration of the water temperature when normal, the monitoring accuracy can be improved.
  • the estimated torque is calculated without using the current water temperature detected by the water temperature sensor 5. Therefore, although monitoring accuracy is inferior compared with the time of a sensor normal time, monitoring accuracy can be improved compared with the case where it monitors using an abnormal value. Therefore, even if a sufficient time (fault determination period M) is used to determine whether or not the water temperature sensor 5 is at fault, it is possible to realize monitoring of a torque abnormality at the fault determination period M.
  • the detection abnormality determination unit has the upper and lower limit determination unit according to S30 that determines an abnormality when the water temperature detection value exceeds the preset upper and lower limit range. According to this, when the water temperature detection value instantaneously becomes an abnormal value due to noise or the like, it is possible to avoid monitoring the torque abnormality with the abnormal water temperature detection value.
  • the detection abnormality determination unit has a change amount determination unit according to S41 that determines as abnormal if the change amount of the water temperature detection value exceeds the preset normal change range. Also in this case, when the water temperature detection value instantaneously becomes an abnormal value due to noise or the like, it is possible to avoid monitoring the torque abnormality with the abnormal water temperature detection value.
  • the normal change range is set to a larger range as the water temperature detection value immediately before being determined as abnormal by the change amount determining unit is smaller.
  • the change amount determination unit can detect the abnormal state.
  • the change from -30 ° C. to 10 ° C. (40 ° C. increase) is a possible change, and the probability of being in a normal state is high. Therefore, according to the present embodiment in which the normal change range is set to a larger range as the water temperature detection value immediately before the abnormality determination is smaller, the possibility of erroneously detecting a normally changing state as an abnormal state can be suppressed.
  • the detection abnormality determination unit has a lower limit guard determination unit according to S61 that determines an abnormality when the water temperature detection value is equal to or less than the lower limit guard value.
  • the lower limit guard value is set according to the operating state of the internal combustion engine. According to this, when it becomes the abnormality which maintains a value whose water temperature detection value is lower than the actual water temperature, it can be avoided that the torque abnormality is monitored by the abnormal water temperature detection value. If friction loss is calculated at a water temperature lower than the actual water temperature, the lubricating oil is considered to have low viscosity, and the friction loss is calculated larger than the actual loss, and the engine required torque is calculated larger.
  • the lower limit guard determination unit sets the lower limit guard value according to the history of the driving state. Since the water temperature depends on the history of the operating state of the internal combustion engine, it depends on the history whether the water temperature detection value is an abnormally low value that can not be originally found. Therefore, according to the present embodiment in which the lower limit guard value is set according to the history of the operating state, it is possible to suppress the possibility of erroneously detecting a state where the low water temperature is normally detected as an abnormal state.
  • the normal-time torque calculation unit calculates using the current value of the water temperature detection value and the value on the high temperature side among the previous values.
  • the cooling water is to be cooled by the radiator, the water temperature under low temperature conditions should basically increase monotonically up to about 80.degree.
  • the normal-time torque calculation unit calculates using the value on the high temperature side on condition that the water temperature detection value is a low temperature of the threshold value Ta (predetermined value or less). If the threshold value Ta is set to the above monotonically increasing range and the boundary temperature at which monotonically increasing ends, control or monitoring is performed using a value for reducing the actual torque even when monotonously increasing is ended. It can be avoided.
  • the abnormal-time torque calculation unit calculates the estimated torque, considering that the water temperature is a predetermined temperature that is set in advance. According to this, after the failure of the water temperature sensor 5 after the failure determination period M is determined, the calculation accuracy can be improved as compared to the case where the estimated torque or the like is calculated without using the water temperature.
  • the ECU 10 (internal combustion engine control system) includes a control module 20 (control arithmetic device) and a monitoring module 30 (monitoring arithmetic device).
  • the control module 20 is an arithmetic device that performs calculation using the control storage area 20m, and calculates a target control amount that is a target value of a control amount for controlling the combustion state of the internal combustion engine according to a user request torque.
  • the monitoring module 30 is an arithmetic device that performs calculation using the monitoring storage area 30m different from the control storage area 20m, and includes a count value setting unit, an integration unit, and an abnormality determination unit.
  • the monitoring module 30, which is a computing device that monitors torque, performs computation using the monitoring storage area 30m different from the control storage area 20m. Therefore, the estimated torque for monitoring becomes an abnormal value, whereas the required torque for monitoring does not become an abnormal value, and the amount of torque deviation increases, resulting in an abnormality in data stored in the control storage area 20 m. It becomes possible to monitor torque abnormalities.
  • the calculation speed and calculation accuracy of the estimated torque and required torque used for monitoring are lower than the estimated torque and required torque used for control.
  • the operation cycle of the monitoring module 30 is longer than the operation cycle of the control module 20. Therefore, it can be avoided that the operation processing load of the monitoring module 30 becomes larger than necessary.
  • the monitoring module 30 has the input securing unit 31, and the input securing unit 31 checks that the data acquired from the outside of the monitoring module 30 is normal. Therefore, it is possible to improve the guarantee that the data used for the calculation of the monitoring module 30 is normal, and it is possible to meet the above request.
  • the disclosure in this specification is not limited to the illustrated embodiments.
  • the disclosure includes the illustrated embodiments and variations based on them by those skilled in the art.
  • the disclosure is not limited to the combination of parts and / or elements shown in the embodiments.
  • the disclosure can be implemented in various combinations.
  • the disclosure can have additional parts that can be added to the embodiments.
  • the disclosure includes those in which parts and / or elements of the embodiments have been omitted.
  • the disclosure includes replacements or combinations of parts and / or elements between one embodiment and another embodiment.
  • the disclosed technical scope is not limited to the description of the embodiments. It is to be understood that the technical scopes disclosed herein are indicated by the description of the scope of the claims, and further include all modifications within the meaning and scope equivalent to the descriptions of the scope of the claims.
  • the predetermined time (the failure determination period M) is set to the same length in each failure determination unit according to S33, S44, and S64.
  • the predetermined time for each failure determination unit may be set to a different length. That is, the failure determination period M may be made different depending on the type of the abnormal state. For example, the failure determination period M related to the stack abnormality may be set longer than the failure determination period M related to the change amount abnormality or the voltage abnormality.
  • a predetermined time for voltage abnormality is set to a shorter time than a predetermined time for change amount abnormality, and if an abnormal state occurs due to a disconnection or short circuit, a failure notification is promptly made by the voltage abnormality determination. You may do so.
  • the failure judgment of the water temperature sensor 5 is performed by the monitoring module 30.
  • the control module 20 may execute, or may execute other than the control module 20 and the monitoring module 30. Also, each of the control module 20 and the monitoring module 30 may execute.
  • the water temperature sensor 5 is applied as a temperature sensor for detecting the temperature of an object to be detected, and the object to be detected is engine cooling water.
  • the object to be detected may be the temperature (oil temperature) of the engine lubricating oil, and an oil temperature sensor may be applied as the temperature sensor, or an intake air temperature sensor for detecting the intake air temperature or a fuel temperature for detecting the fuel temperature A sensor may be applied.
  • the detection abnormality determination unit has the upper / lower limit determination unit at S30, the change amount determination unit at S41, and the lower limit guard determination unit at S61.
  • the detection abnormality determination unit determines whether the water temperature detection value or the behavior of the water temperature detection value is abnormal, the upper / lower limit determination unit, the change amount determination unit, and the lower limit guard determination It is not necessary to have a part, and any of these determination parts may be eliminated.
  • the calculation speed of the monitoring module 30 is slower than the calculation speed of the control module 20. Specifically, the check processing speed by the input securing unit 31 becomes a bottleneck, and the calculation speed of the engine required torque calculation unit 32 and the estimated torque calculation unit 33 is slower than the calculation speed of the engine required torque calculation unit 21 . On the other hand, the calculation speed of the monitoring module 30 may be equal to the calculation speed of the control module 20.
  • control storage area 20m and the monitoring storage area 30m are set in the storage area of one common memory 11m.
  • a plurality of memories may be provided in the ECU 10, the storage area of the first memory may be set as the control storage area, and the storage area of the second memory may be set as the monitoring storage area.
  • one common MCU 11 has the control storage area 20m and the monitoring storage area 30m.
  • the ECU 10 may be provided with a plurality of MCUs, the first MCU may have a control storage area, and the second MCU may have a monitoring storage area.
  • the internal combustion engine mounted on the vehicle is the control target of the ECU 10, but a stationary internal combustion engine other than the on-vehicle may be the control target of the ECU 10.
  • a vehicle drive motor mounted on a hybrid vehicle or an electric vehicle may be monitored.

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